Railway rail for detaching brake skids



Nov. 8, 1927.

L. DIGNA RAILWAY RAIL FOR osucaine BRAKE suns Fiied Feb. 25, 1927 Patented Nov. 8, 1927. i

LEON DIGNA, or Mons, BELGIUM, ASSIGNOR To AcIEnIEs 1 LESQUIN, socrnrn ANONYME, or HAINE are mes;

DE Harlan s1. PIERRE Er s'r. PIERRE, BELGIUM.

RAILWAY RAIL FOR DETACHING BRAKE SKIDS.

Application filed February 25, 1927, Serial No. 171,026, and in BelgiumFebruary 27, 1926.

This invention relates to a siding rail for the retardation of wagons on open track.

As it is well known, in large railway yards where the marshalling of wagons for the formation of trains is carried out, the siding tracks are connected in different groups and the vehicles are generally pushed up a shunting hump, from which they de-' scend by gravity to the track for which they are intended. The rows of wagons to be shunted may also come from one or more raised tracks, and the descent of the vehicles for classification operates in the same way by gravity.

Retardation of descending wagonscoming from the hump or from the raised tracks is necessary to avoid violent shocks and hither to for this purpose, track skates withtwo edges sometimes also called stop-blocks of well known construction, have been used. The stop block being placed on-the rail, the wheel of the wagon rises on to the sole of the block and then strikes against the up per inclinable edge of it so that a'scotching effect is produced and the wheel ceases to revolve, the wagon goes on, nevertheless,

because of its acquired velocity and takes with it the skate, on which by virtue of its weight it exerts a high pressure, producing braking on the rail and causing retardation or stoppage. stoppage in shunting is habitually avoided by placing the skate in advance of the crossings of the rails, the arrangement of which generally allows of the skating to one side of the stop-block after having sufiiciently retarded the wagon, which continues to run towards its. place.

This system of scotching at the crossing of the tracks by means of a doubled edge-d block presents certain serious inconvend iences.

(1) It causes rapid wear of the frogs. (2) It gives rise to jamming and deforma- 'tion of the skates in the worn and bent part of the point frogs.

(S) It causes derailments of wagons, and accidents (slanting collisions) through too pronounced braking at the entrance to the sidings, when, during heavy pressure of work, the Wagons follow one another closely..

All specialists know that scotching on open track is preferable to any other method because it gives by far the best results, but

tions, it cannot be used in yards where-the sentially consists in the special arrange-- ments and combinations of parts as herein: after fully described and pointed out in the appended claims. I i

Referring to the annexed drawings which show as an example one embodiment of the invention; p v

Fig. 1 represents 'an'elevation of the apparatus adapted to a Vignolesrail. Fig. 2 gives a plan of the rail.

Fig 3 lie 'a sejction taken on the line "IIIKIII in Fig. 2.

Fig. 4 is a section takenon the line IV-TV-in Fig; 2.

1 The rail 0 shown, the profile of which corresponds to that of the track rails, is fitted with a head 6 which, ataparticular point, a for example, of the middle of the: rail, is bent towards the outside of the track as shown at d. 'its' faces e-and f remaining parallel, and a groove La with its'side' also parallel being made against the bent part (1 of the rail head.

The dimensions of this groove are suflicient to allow the edge of the skate to pass as described hereafter. 7

Beyond the bent part (1 of the rail-head,

.the rail is provided with a second head it placed in continuation of the track and ending in a point z the end of which slopes ownwards.

The bent part 41 of the rail head has a slight slope downwards towards the outslde of the track as shown at k in Figs. 3' and 4. A rail of this form is inserted in the track, and the retarding skate is placed in the ordinary way on the rail-head b at a con venient distance in advance of the bent part d of the head. Under these conditions, when the wheel of a wagon rises on to the skate and causes the latter to slide'on the raiLhead this stop block, when it reaches the point a, is deviated by the head 03; the right-hand edge of the skate following the outer face 6 of the head 01, while the left-hand edge of they recognize that, under working 'condithe skate engages in the groove 9.

of the slope is,

The momentum of the wagon of which the front Wheel is scotched on the retarding skate, and the slope is of the end of rail head cl allow the skate to be easily ejected to the side of the track after the desired retardation of the vehicle has been obtained;

In the drawing, the chain dotted lines in Fig. 2 represent the position of the retarding skate Z, the skate being supposed to be on the bent part (Z of the rail head.

During this operation, the tyre of the of the Wagon Wheel, after propelling the skate Z into the grooveg, remains-in contact with the rail-head d as far as the beginning and then comes into contact with the point act the rail-head h at a part sutiiciently strong to support the weight of the vehicle.

This siding rail secures the following notable advantages:

' (1) It enables eiiicient and Well-judged retardation of agons to be obtained at .a chosen position where they eannotjrecover their speed.

(2) It avoids jamming and deformation of the stop blocks in the point frogs, as Well as derailment of Wagons sometimes caused by these inconveniences.

(3) It'eliminates the-Wear of track parts that is noticeable when retardation takes place at point :trogs by the common methods otlscotching.

(4) It avoids the derailment ofwagons and the accidents. resulting from too pronounced retardation.

(5) It considerably reduces (a) damage to Wagons andgoods (b) breakage, Wear or deformation of the skates.

(6) Its use requires. no more work than that of laying an ordinary rail.

(7) It allows bolts, distance blocks and cheokrails to be dispensed with and therefore requires no maintenance.

(8) It is adaptable to all kinds ot rails, indifierently for the right-hand or the lefthand rail of a track. i

It enablesbrakemen of the first group to be dispensed With in modern yards, Where the profile is methodically inclined.

What I claim is:

1. In a siding rail for the retardation of Wagons, on open track in combination a rail head, this rail-head being interrupted by a groove extending from one face to the other of the said rail head and a projection parallel to the said groove whereby a -stopblock placed on the rail and oarriedalong by a vehicle is laterally ejected.

V 2. In a siding rail for theretardation 0t Wagons, on open track in combination a railhead, this rail-head being interrupted by a groove extending from one face to the other of the said rail head and a bent of the railhead towards the outside parallel to thesaid groove whereby a .stop-blockplaced on the rail and carried along by a vehicle is laterally ejected.

- 3. In a siding rail for the retardation of groove, the said bent sloping downwards 'itrom the rail-head to the flange of the rail whereby a stop-block placed on the rail and carried along by a vehicle islaterally ejected. In testimony whereof I have atiixed my signature. v LEON DIGFNA.v 

